Internal-combustion motor.



E. LABERGE. INTERNAL COMBUSTIO N MOTOR.

18, 1919. I 2 SHEETS-SHEET I.

Patented Feb.

FPLICATION FILED JULY 31 I917 fir flu/w [aw/ye E. LABERGE. INTERNALCOMBUSTION MOTUR.

APPLICATiON Fl LEU JULY 3!, H17.

Patented Feb. 13, 191?).

2 SHEETS-SHEEI 2.

" m re/WW 67/02/52; Zafieryg subject'oif sh-s King ince of Quebec sudApplication filer Holy 31.

s T all whom it wm'ewi:

EHRAEM LABEBGE, s Great Britain, and reslclem; of the city of Montveal,m the Prov- Eominion of Emails,

Be it known that l,

hsve invented, certain new will useful lminternal combustion. motors,and

, ventioio of Whieh fizhe iollowing a ,extremeiy simple The inlet and.exhaust awe provements in llnterrislflomhustion Moi-loss, 'Eull, clear,and exact closesiplziok1,.

This inveiiitioii relates to improvements in 1 "he object is to provides motor of and eompsot ilesig-gi hsv @abls 0f the invention lllg sminiiiimn number of ports am a. of being prosfiueeil at small cost.

A further object is m proviile a motor which is perfeotiy hallowed andwili therefore be free from vihration.

A still further object is to eliminate he flywheel ordinarily found; ininiemel oom- =-hustion motors, thereby reclucmg'theweighh.

Another object is to provide a, device "which will operate equally Welleither as an internal combustion motoi ores 2m origami sion motor usingsteam or compres d on. f

The device consists essemislly of a, cylin der mounted on a shaft whichpasses axially therethrough. Two zlismeti'icall disposed pistons areprovided in the cylinder, one being fixed to the shaft and sleeve areeach provisc'i with crank, and these cranks are couplefi by means ofconnecting rods to s shaft. through ports formed in the cylindricalsurface, and the inlet and ezshshst are c'ontrollezl jointly by themovement of the pistons and the movement of e ylimier, which is geare lto the oraiilsc sheila, so as to revolve on its supporting shsfiz. i

In the firs-Wings which illustrate the in v Figure 'l is verticallongitudinal section of thecleviea Fig. 2?, is 2:, cross sectlon on thehue 2-2,

igs. 3, 4, 5 and 6 are diagrams illustrating the cycle of operation.

Figs. 7, 8, 9, 10 and 11 are diagrams illustmting the operatiop of eachstage of ihe c cle.

Referring more particularly tot-he fimwings. ll designates a, basecarrying bearings 12 and l3 located respectively above 2H1&

Specification of Letteys Patel-x32.

It therefore follows revoluhls on the shaft shaft sn'l the other to s vsleeve revombiy mounteil on the sham. The

to the travel oft The cylinder is lfmeia seai E F-3:11., 'iimih fiea'ial2%. 133,? 36. below the base. A straight sheila M is ions nsled in theupper bearings 12 and 2, crank shaft 15 is journsled. in the lowerl'aeaiingsw A cylinder 16 having some]? 17 is i'evoluhly mounted on theshalt meshing with s'pinion li on the Weill: shaft, ihe ratio 01" thegems spproasi mately 9;:1.

Radislly disposed pistons 2% and 23. i'nountecl in pairs in the cylinlerlay moons of hubs "22 and the pistons 20 being mountosl diametrically.opposite onihe huh 255 and. the pistons 21 aliame "Easily ogopesiivo onthe hub The PiSELOEES em Lend from to end of tho eylimiey, hula theholes extend only half so as to meet in the tons sire connected to theirca 'eying hubs through only one-nah? of then lengths mid.

in she one? half Eheii" lengths overhang she other hub. '35 his iseiesrly shown Fig. 1. Each of the pistons ooimscmol to its hub by studs2 screwed into the gas 14,, esmies a gear that the K ,n, will ton andassiii thiou h the Wall 0 he huh and secured. loy nuts lseyecl to theshaft M While the hub 1S and indepemlenizly of the cylinder, and isprovided with an sxtezision 26 which piisses through the eylinclercover. Cranks l? sin! 28 ere con necteil respectively to the extension26 of the hub 22, and to the shaft carrying the hub The cranks 27 and538 are couples to the cszmks 2-9 of the crash: shaft 15 by ironneetingrocls 89. The ci'mnks 2'3 and 28 are longer than the cranks 29, the'atio be ing such that less than one-half IifiiOlllilOn of the longercmnlss produces 1 half revolution of the shoi'te cranks. Each of thepistons is pmvicled on all its bearing surfaces Willll pool;- ing 31 ofany suitable alesei'iption. Inlet and exhaust ports and; are provided inthe curved Wall of the cylinder, anti are spaced appifoximstely thethickness of a. piston apsr'e. The ignition device 34 is provided in (hecurved Wall of the cylinder at a point approximately dis meti'icallyopnosite frnm zhe inlet port. provided with an outer or jacket Well 35spaced from ifs inner or main Wall, and this space is blocked in the"neighom-hood of the ignition device, and also in the neighborhood ofthe. ports, so that the exhaust port discharges into the space on Thehub is r iv lows:A.ssuming the parts to oneside of the rotative centerand the inlet port connects with the space on the op posite side of therotat'ive center. A stepped frusto-conical projection 35* is provided onthe end of the cylinder remote from the cover, and has formed therein oneach of its steps a groove 36. These grooves are connected by passages37 (only one of which is shown) with the jacket space. Grooved rings 88and 39 are revolubly mounted on the frusto-conical steps, and are eachheld by a nut 40 which may be adjusted to take up any wear, and thusmaintain a fluid tight joint between the ring and the surface on whichitbears. The ring 38 connected with a carburetor 41 and the ring 39 withan. exhaust pipe 42.

An additional passage (not shown) is provided in the closed end of thecylinder. and in the frusto-conical extension, through which the hightension cable 43lcading to the ignition device may pass. This cableleads from an insulated ring 44 mountcd on the shaft, and supplied withthe high tension current for ignition by a suitable brush The operationof the device is as folbe in the po' sition shown. in l igs. 2 and 3, itwill he seen thatthe pistons divide the cylinder into four chambers a,7). c and d, chambers u, and

0 being small, the former in communication with the inlet port and'thelatter with the ignition devicq while chambers 71 and (Z are large, theformer being entirely closed and the latter in communication with theexhaustport. Chamber (1, is empty, cham her 5 contains a new chargeuncrmiprcssml, chamber 0 contains a new charge compressed, and chamber 1contains a burnt charge. The charge in chamber c is exploded and drivesthe pistons 20 and 21 apart until they assume the position shown in Fig.4. The separation of the pistons causes a new charge to b drawn intochamber a, and at the same time chambers 71 and cl are reduced in size,so that the charge is compr ed in chamber and the burnt charge inchamber d driven out of the exhaust port. Owing to the gear connectionbetween the crank shaft 1 and the cylinder, the cylinder rotates in thedirection of the arrow, so that the ports and ignition device follow thepistons '21 as indicated by the arrow. 5 living to the use of cranks,the rotation of the crank shaft and therefore of the cylinder does nothear the same relation to the movement of the pistons throughout theirstroke. T he result is that as the pistons 'ap fizwzuili the positionshownin Figs. 4 and '1, the cylinder moves relatively faster, and thepiston 21, i. 0., that moving in the same 2 rcction as the cylinder,advances beyond s position in Figs. 4 and 11, shown in rig. it and thenreturns to its proper position. The piston 20 is traveling in theopposite direction to the cylinder, so that it is obvious how thislatter piston will pass the exhaust port at'the same time that thepiston 21 passes the inlet port by advanc- 7o ing beyond its positionand then retreating as the cylinder continues to move at a uniform rate.In this way, the inlet port 32 passes the piston 21, the exhaust port 33passes the piston 20, and the ignition device 75,

passes the other piston 21, thus bringing the inlet port intocommunication with chamber (Z, the exhaust port into communication withchamber 0, and the ignition device into communication with chamber a.This means that chamber a, into which the new charge has been drawn, isnoW closed; chamber (Z, from which the burnt charge has been expelled,is now in communication with the inlet port; chamber 0, in Which theexploded 5 charge has been fully expanded, is in communication with theexhaust port; and I chamber 5', which contained the new charge, is incommunication with the ignition 'device. On the next explosion, thepistons resume their original position, as shown in Fig. 5, and at thesame time the cylinder advances aquarter revolution, so that theignition device is in commimi'cation,with

the charge compressed in chamber a, and

so on The explosion in chamber (1 moves the pistons, to the position ofFigs. 4 or 6, and the cylinder to the position shown in Fig. 6, with theignition device in communication with, chamber d containing a compressedcharge. An explosion inchamher (Z returns the parts to the positionsshown in Fig. 3.

From the foregoing, it will. be seen that the device operates on thefour cycle prinof the jacket space, which covers that portion of thecylinder within which compression is occurring, and warm this portion ofthc cylinder. I At the same time, the exhaust gas is cooled, andtherefore the pressure drops,so that this jacket purpose of a. muffler.The cooling of the hotter parts of the cylinder and Warming of theycooler parts has the ei'fect of maintaining more or less uniformtemperature throughout the circumference, so thatthe 139 The exto theinlet port, so that the coolspace serves the If desired, coolin cylinderis not distorted by unequal eXpan-- or compressed air as motive fluid,it will be necessary to alter the ratio between the cranks 27 and 28,and the cranks 29, so that the pistons will close up almost intoengagement with each other instead of coming to rest a considerabledistance apart, as shown, and as is necessary in an internal combustionmachine, owing to the limitations of compression. The ignition devicewill, be removed and motive fluid admitted here as well as at-the inletport 32. An additionalexhaust'port will be required. Steam will beadmitted at the opening for the ignition device, and the additionalexhaust port used only when the ratio between the cylinder and crankshaft is retained. If desired, the ratio may be changed to 1:1, and oneeach of the pistons 20 and 21 removed, and the length of crankscorrespondingly altered, so that the pistons, in place of traveling eachsomething less than one-quarter of a revolution, travel approximatelyhalf a revolution each. 4 v '5 From the foregoing description, it willbe obvious that the apparatus is extremely simple in construction, andmay be very cheaply and quickly manufactured. There are no valves, asthe pistons'and cylinder working in combination perform the functions ofvalves, and therefore all loss of power through leakage at this pointiseliminated.

Having thus described my invention, what I claim is:

, In combination a rotary cylinder, a shaft arranged centrally of saidcylinder, two pairs of pistons, a carrier for each pair oi 'pistons, oneof said carriers being mounted on the shaft and fixed thereto, and theother carrier being loosely mounted on the shaft and havinga sleeveextending through the casing, said pistons being adapted to oscil-- lateinthe casing, inlet and discharge ports in the casing, an ignitiondevice carried by the casing, said inlet port, discharge port, andignition device being brought by the movement of the casing todifi'erent positions in relation to the pairs of pistons to coiiperatein succession with the spaces between said pistons, whereby thecombustible fluid is admitted to the spaces in succession,

compressed, fired and discharged, a shaft parallel with the shaft firstmentioned, a gear connection between the said shaft and the casing forrotating the same, a pair of cranks on said shaft, a crank arm on thecenter shaft of the casing, a crank arm on the sleeve of one set ofpistons, and a pitman between said crank arms and the cranks of theshaft having the gear, substantially as described.

In Witness whereof, I have hereunto set my hand.

EPHRAIM LABERGE.

